A control apparatus for a vehicle provided with a step-variable transmission which is disposed between drive wheels and a drive power source including at least an engine, and which is shifted by changing operating states of coupling devices, the control apparatus including an engine stability time estimating portion configured to estimate a length of stability time required for stabilization of an output state of the engine, when a determination to implement a power-on shift-down action of the step-variable transmission is made, and a control portion configured to delay a moment of generation of a shift-down command to implement the power-on shift-down action of the step-variable transmission, with respect to a moment of the determination to implement the power-on shift-down action, where the estimated length of stability time is longer than a predetermined value.

Embodiments of the present disclosure relate to apparatus and methods for making up and evaluating tubular threaded connections. A tong assembly may be used for making up threaded connections. A threaded connection may be made up automatically by controlling the rotation speed of the tong assembly according to measurements of torque, turns, and/or time. After a threaded connection is made up, measurements of time, torque, and/or turns may be corrected based on operating parameters. The corrected measurements may be evaluated for indications of failure, such as discontinuity, torque spikes, and torque drops. The threaded connection is then accepted or rejected based on the evaluation.

A drive unit includes: a pedal crankshaft to which a pedal stepping force of a rider is applied; an electric motor that detects a torque input to the pedal crankshaft and generates a drive force; and a transmission that changes shift of the drive force of the electric motor and delivers the drive force to the pedal crankshaft, the transmission includes a main shaft that supports a plurality of drive gears and a counter shaft that supports a plurality of driven gears that engage with the plurality of respective drive gears, and the transmission selects one torque delivery gear among the plurality of drive gears, delivers the drive force of the electric motor to the counter shaft, and shifts the torque delivery gear without inverting a rotational direction of the drive gear.

Provided are a method of learning a torque-stroke relationship of a clutch, and more particularly, a clutch torque-stroke learning method in which, during a process of dividing a torque region on a torque-stroke curve (T-S curve) of a clutch into two or more regions and learning the T-S curve passing through two or more torque regions with different torque section values, by learning the curve for a first torque region (e.g., a high-torque region or a low-torque region) when the curve is learned for a second torque region with guaranteed reliability, it is possible to prevent a problem of the T-S curve not converging to a previously learned curve value when the T-S curve is continuously learned for the two or more different torque regions.

This vehicle control device 10 is provided with: a current gear stage selection unit 13 which, on the basis of the travel resistance of the vehicle, selects a current gear stage, which is the gear stage of the vehicle in the current travel segment where the vehicle is traveling; a next gear stage selection unit 16 which selects a next gear stage, which will be the gear stage of the vehicle in the next travel segment, forwards in the travel direction of the vehicle, having a road slope different from that of the current travel segment; and a shift control unit 17 which, if during travel of the vehicle in the current travel segment in the current gear stage, the current gear stage selection unit 13 has newly selected a target gear stage higher than the next gear stage, controls shifting such that upshifting from the current gear stage to the target gear stage is suppressed and the current gear stage is maintained. If, in a state in which upshifting is suppressed, the engine rotation speed reaches or exceeds a prescribed value during travel in the current travel segment, the shift control unit 17 controls shifting so as to upshift to the target gear stage without suppression of upshifting.

A method of determining torsional deformation in a drivetrain e.g. of a wind turbine. To provide a reliable and simple deformation assessment, the method comprises the step of generating a first signal representing first rotational speed of a low speed shaft, generating a second signal representing the second rotational speed of a high speed shaft, and determining torsional deformation based on changes in the ratio between the first and second signals.

A control system controls a power transmission system located between a motive power source and drive wheels. The power transmission system includes a fluid coupling and an engagement device. The control system includes an electronic control unit configured to: obtain information concerning vibration of the power transmission system; determine whether the vibration of the power transmission system is in a resonance region of the power transmission system; control the engagement device so that the engagement device slips, when the electronic control unit determines that the power transmission system is in the resonance region; and control the motive power source when the electronic control unit determines that the power transmission system is in the resonance region, so that a rotational speed of the motive power source increases as compared with a case where the power transmission system is not in the resonance region.

A method of transitioning between two intake valve lift states while providing constant engine torque output comprehends the steps of receiving a lift change request from an engine control device, determining the current phase angles of the camshafts, and determining whether the intake and exhaust camshafts are at transition positions. The transition positions are experimentally or empirically determined combinations of operating conditions that result in constant engine torque output before and after the intake valve lift transition. If they are, an appropriate, i.e., low to high or high to low cam lift state transition of the intake valves occurs. If they are not, the cam phasers move the intake and exhaust camshafts to transition positions. When the cam phasers have moved the intake and exhaust camshafts to the transition positions, i.e., positions of constant engine torque output, the intake valve lift transitions from high to low or low to high.

A vehicle includes a system and method of operating a gearbox of the vehicle. The vehicle includes an interface for entering a desired vehicle acceleration and a processor. The system includes a processor. The processor is configured to receive the desired vehicle acceleration, create an objective function that relates the desired vehicle acceleration to a torque, perform an optimization process on the objective function to determine the torque, and apply the torque to the vehicle to achieve the desired vehicle acceleration.

Provided are a method of learning a torque-stroke relationship of a clutch, and more particularly, a clutch torque-stroke learning method in which, during a process of dividing a torque region on a torque-stroke curve (T-S curve) of a clutch into two or more regions and learning the T-S curve passing through two or more torque regions with different torque section values, by learning the curve for a first torque region (e.g., a high-torque region or a low-torque region) when the curve is learned for a second torque region with guaranteed reliability, it is possible to prevent a problem of the T-S curve not converging to a previously learned curve value when the T-S curve is continuously learned for the two or more different torque regions.